Internal-combustion engine



Sept. 17, 1946. R. H. KNAUSS Y INTERNAL-COMBUSTION ENGINE Filed July 1,1944 s Sheets-Sheet 1 7 R. H. KNAUSS INTERNAL Sept. 17, 1946.

COMBUSTION ENGINE 3 Sheets-Sheet 2' Filed July 1, 1944 Sept. 17, 1946.H, KNAUS 2,407,788

INTERNAL-COMBUSTION ENGINE I Filed July 1, 1944 3 Sheets-Sheet 5 m k 27'I 26 v pounds.

Patented Sept. 17, 1946 UNITED STATES PATENT OFFICE 2,407,788 IN TERNAL-COMBUSTION ENGINE Richard H. Knauss, Peoria, Ill.

Application July 1, 1944, Serial No. 543,062

12 Claims.

An object of the invention is to provide a unit comprising twin engineswherein compressions auxilary to and greater than those produced by theusual power pistons can be introduced into the combustion chambers ofeach said engine by the employment of auxiliary pressure creatingpistons, such auxiliary pressures being valved in timed order from oneengine toward the other engine as a part of a firing charge through avalve which is capable of being set for any predetermined pressure orsuch a pressure as is necessary to provide for proper engine performanceforplanes operating at high altitudes.

Another object is that by building up pressures and introducing theminto the firing chambers of a pair of engines through valving meanscapable of being set to open under any given pressure for high altitudepurposes.

That the structure of my engine may be fully understood the appendeddrawings are provided as parts thereof.

Figure 1 is a longitudinal section in elevation, of the engine of myinvention.

Figure 2 is a horizontal section of the same, produced on line 2-2 ofFigure 1.

Figure 3 is also a horizontal section of the engine taken on line 3-3 ofsaid Figure 1.

Figure 4 is a transverse sectional elevation of the engine as producedon line 4-4 of Figure 1.

Figure 5 is a plan of a valve arrangement in horizontal sectionconstructed according to Figures 1 and 2 but much enlarged and Figure 6is a vertical section of part of a valve case.

My improved structure is arranged and adapted for operation at highaltitudes where atmospheric pressure may be even as low as twelve Sincepower pistons cannot take in as much air for compression at highaltitudes as at low altitudes, near sea level for example, I

provide an auxiliary piston for each of the two pistons employed in thepower unit shown, such pistons having greater areas than said powerpistons by which the explosive mixture is far greater in density thanthat resulting from the power pistons alone. This as an overcharge isforced into each firing cylinder in turn, in alternate manner, in thetwo engines and, due to the compressed volume of firing mixture the unitwill operate as efficiently at high levels as at sea level. Thesepressures are set up alternately in alternate firing cylinders first byone auxiliary piston and then by the other, the proper pressure chargesbeing provided by spring held valves adapted to open at a predeterminedsetting for pressure at'the altitude to be attained.

In Figure 1 of thedrawings, I represents the base portion or crank caseof twin engines of the power unit, while 2 isthe single crank shaftserving both engines, and 3 the upper body structures of each secured ina customary manner to the crank case and which includes firing cylinders4 and 5 spaced from each other, wherein are the usual powerplstons B and1, respectively, above which are exhaust valves A in the engine headsoperated in the usual way with respect to timing. The said cylinders 4and 5 in this instance depend into the crank case I, the cylinder4'being encircled by a ring piston 8, the cylinder 5 being encircled bysimilar ring piston 9, it being noted that each of the connecting rodsID of such pistons engage about a cracked portion ll of the crank shaft2, which portions l l are spaced opposite the connecting rods l2 of thesaid power pistons 6 and l, i. e., at opposite sides of thecrank-shaft-center so that the power pistons and ring pistons will movein opposite directions. In the crank case a web 3' lies midway betweenthe two engines, and serves as a bearing support for the crank shafttogether with those at 3 at the crank case ends.

An outer wall 2' of each upper body structure encircles and is spacedfrom the cylinders 4 and 5 forming a companion cylinder for the ringpistons 8 and 9, the two latter, therefore, working between said wall 2and cylinders 4, 5 respectively.

Further, outward from the wall 2' of each structure 2 is a wall 2 spacedfrom the said wall 2' creating an annular recess I3, Figure 3, which inthis instance partially encircles the latter and both of which mergeinto each other at 2 between the structures as in Figures 2 and 3, thepurpose of the recess l3 appearing later herein. It is to be statedhowever, that in the wall 2' of each engine is a series of transferopenings or ports l4 through which the space l3 may 3, communicate withthe cylinder in which the ring pistons 8 and 9 travel.

Again, each upper structure 2 has a wall l each partially encircling thecylinders 4 and 5 in spaced relation thereto creating a recess [6 whichmay communicate with the bores of the said cylinder 4, 5 throughtransfer openings or ports H in the walls of the two latter, a recess 8of the upper structure of each engine together forming a conduit orpassageway, as Figures 1 and 2, lying between said structures.

Within this space I8, and lying between the head portions of the twoengines is a valve case l9 suitably secured in place and closing thespace between them as in Figure 2 and having two compartments orpassages therethroughleading into said heads through windows [9, Figure4, the case with normally seated valves therein forming a barrier tocormnunication of the floores for the pistons 8, 9, and the bores of thecylinder 4, 5 with each other, a closure [9 for the top of the casecompleting the barrier thus provided. Referring to Figure 5particularly, the said case I9 is divided into the two namedcompartments by a wall 20. One end of each compartment is open, while atthe other end of each is a seat 2| 'for a valve 22. The valves aredesigned to open outwardly, in opposite directions or each toward acylinder 4, 5, the stem 23 of each valve being slidable in a support 24,each stem also carrying a nut 25, for example, threaded thereon foradjustment therealong. Between a support 24 and an adjacent nut 25 ofeach stem is a compression spring 26, these springs normally holding thevalves in their said seats 2|. The adjustment of the nuts vary thetension of the springs, the spring tensions being equal one to the otherfor the present purpose. Included inthe valve structure is a groovedcollar 27 fixed on each stem, each groove adapted to receive the end ofa shiftable member 29 slidable through a wall of the valve case and eachso placed with respect to a collar that both the valves may be heldfirmly in their seats when desired, any suitable means not shown, beingused to shift the members 29 simultaneously into and out of engagementwith the collars.

In the present instance'ea'ch valve seat 2| is situated inward from theends of the case l9, the valves 22 therefor each having a guide member22' snugly slidable within a cupped member 22 screwed, for example, intoone end of each of a named compartment, there being an opening 23' inthe wall of eachmember 22 which leads through the wall of said case l9and the cover l9 to the outer air, see Figures 5 and 6, said openingserving as a breather for the cavity behind. the said'guide member 22"as a valve shifts position. Also, in the lower wall of the case in each-compartment is an opening, or port, 23 for passage therethrough forgases under pressure from the valve casing when each valve is forcedopen,

the purpose of this structure appearing later herein.

The valve so provided lies between the cylinders 4, 5 as shown clearlyin Figures 1 and 2 and either compartment of the same through its openend, may communicate with a recess IB leading to cylinders 4, 5. Alsothe compartments are in communication separately, only, with thecavities of the cylinder for the ring pistons 8, 9, Stated in anotherway, but one compartment of the valve box can communicate separately atits open end with the space or recess l8 at the cylinder 4 and the ringpiston cavity adjacent thereto while the other compartment can onlycommunicate with the recess H3 at the cylinder 5 and the ring plstoncavity at that same cylinder, it being Ob! served that the Walls of thecylinders 4, 5 as in Figures 1 and 3, are connected by a bridgingportion I4 for closing communication between the said cylinders havingsaid pistons 8, 9. Therefore, neither of the cylinder cavities cancommunicate with its neighbor except through the unseating of a valve22.

In the wall 2' below the position of the valve case is an inlet opening30, Figures 1 and'3, for the intake of the explosive mixture conveyed bya manifold connection 3 l, the inducted mixture being free to enter thecavity for ring piston 8, or the cavity for ring piston 9, as eachpiston in its travel uncovers the openings l4 of the wall 2.

The adjustment of spring tension at the valves determines the degree ofcompression necessary to unseat the valves, both said valves being setfor a like pressure, as stated.

In operating the unit at or near sea level, the valves may momentarilybe prevented opening by engaging the ends of the members 29 in thegrooves of the collars 21, said members being so located of course thattheir engagement with the collars is always at the closed or seatedposition of the valves. This arrangement serves to place a full chargeof gas from the bores of the cylinders 2' for the ring pistons 8, 9 intothe firing chambers. Thus a sudden increase in power is available, andsuch charges may also serve for starting purposes.

The numerous openings l4 and H are provided at the recesses l3, l6merely in order that the compressed gases may have free flow into thecyl inders 4, 5 though, perhaps this free flow may 7 be obtained inother ways.

In Figure 1 the auxiliary or pressure piston 8 drawn gas mixture throughports [4 of the cylinder 4 the power piston 6 having reached the top ofits stroke. The piston 9 has reached the top of its compression stroke,having closed the inlet ports !4 at the cylinder 5, and at this time thepower piston I has reached the extreme of its power stroke. As saidpiston 5 descends due to the fired gas charge thereabove the said piston8 moves upward to compress the gas mixture above it, after closing theport [4 adjacent it. At this time the piston 9will move down and thepiston I will move up.

In the upward travel of the piston 8 a gas charge above, and received byit from the port 14, is compressed during the time the piston 6 isdescending, is confined by the closed valve 22 and is forced into thecylinder 4 above said piston 5 when that member uncovers the adjacentport i1. Any pressure above or in excess of that introduced by saidpiston 8, or that pressure in excess of that for which the valves areset, unseats the valve that opens toward the piston l to admit suchexcess, or overcharge,into that portion of the passage ii; at the engineof which said piston I is a part.

During the descent of the piston B the piston I is, of course rising,the port I! adjacent it being closed thereby, the gas for that pistonhaving previously passed through that port in the upward compressionstroke of the piston 9 which, as"

shown in the drawings, has just reached the limit of that stroke. Theexcess pressure, or overcharge, as in the first instance, will unseatthe other of the valves 22' for movement of that charge toward and intothe passage l6 at the engine having the piston 6, these overchargesbeing subsequently-parts of further fresh gas charges withdrawn, are theamounts that balance the charges forced into the cylinders above thepistons 6, 7 and the exact amount displaced by their pistons in saidtravel.

Naturally, when the lighter air at higher altitudes is inducted thevalves 22 will be opened at the same pressures as at low altitudes butfollowing higher positions of the pistons, i. e., longer 'travelsthereof so that the same exact cubic charges will still be placed in thecylinders 4, 5 although, of course, the overcharges will be less due tolighter air.

The pistons B, -9 each has a cubic displacement 42% greater than thedisplacement of either piston 6, 1. That is to say, the cubicdisplacement of pistons 8, 9 each with a stroke of one inch is 42%greater than the cubic displacement of either piston 6, I having astroke of but one inch and'three quarters.

Naturally, each piston 8, 9 in its descent for intake of gases willcreate a vacuum within its cylinder that may tend to unseat the valve 22above it. If the vacuum is sufiicient to overcome the spring tension onsaid valve, or in addition thereto, if pressure of gas is on the valveat the same time said valve might unseat and thus the proper jointfunctioning of the two engines would be interfered with by prematurerelease of pressure, with consequent insuflicient charges introducedinto the power cylinders. For this reason each valve is hooded by adescribed cupped member 22 so that a formed vacuum cannot affect it.Thus provided, the valves can be un-seated only by gas pressure, that isto say such pressures as have been predetermined by the tension of thesprings. However, other ways for accomplishing the same end may, ofcourse, be employed.

At sea level any well known method of calculating for the setting of thevalves '22 may be employed so that they will each be unseated at a givenpressure at any altitude. Naturally unseating of the valve will occur atshorter travels of the piston 8, 9 at or near sea levels than in themore rarified atmospheres. In other words greater travels of thesepistons would be required progressively as altitudes become greater.

The intake of the gasses may be in excess of charges needed by the powercylinder of either engine to function at any altitude, this excessoverflowing into the opposite pressure cylinder as the piston in thelatter recedes in its intake stroke. Thus all fuel mixture is used andno more is drawn from the intake manifold than required to supply adeficiency, should there be such.

Important is the fact that the single intake for fuel mixture suppliesboth engines so that a proper mixture for one of them is correct for theother, all other conditions being equal. Thus by a correct carburetorsetting the twin engines work together as a unit in perfectcoordination, a smoothly operating mechanism being assured.

At sea level the operation of the unit is like that of any conventionalengine unit, overcharg" ing occurring as high flying levels areattained.

The power units composed of twin engines .as

herein provided may be multiplied for providing power plants of greaterpower, a single crank shaft serving all of such units, naturally.

In employing my invention with Diesel engines air charges only, ofcourse, are'inducted by auxiliary pistons. These air charges are theninjected into the power cylinders, and finally mixed with separatelyinjected fuel therein to create firing charges during the compressionstrokes of the power pistons. Any overcharge of air, i. e., chargesabove the set requirements for such engines are still passed through thevalves 22 but are finally discharged into the outer air in any desiredmanner as surplus. As may be seen, thereiore, the said valves 22 ineffect meter the charges in any engine, whether overcharging explosivemixtures as in the earlier description herein, or as in said Dieselengines where the overcharges are charges of air only.

While I have adapted my invention to an engine of the two cycle type itmay also be adapted to a four cycle engine, in principle.

What is claimed is:

1. In combination, a pair of companion engines of the two cycle typejointly forming power unit and each including power piston and powercylinder, and including also a pressure piston and a compressioncylinder, the latter to confine pressures set up by the former, likepistons of each engineacting in opposite directions, there being atransfer port in a wall of the compression cylinder of each engine incommunication with the bore of that cylinder when the pressure piston isbegnining its compression stroke, said port having communication with asource of fuel mixture, there also being a port in a wall of the powercylinder to communicate with the bore of the latter at the end of thefuel intake stroke of said power piston, said port and the first namedport being communicable with each other and with the fuel source, therebeing a single avenue of communication between the bores of thecompression cylinders of the two engines with each other, the two namedports of each engine also communicable jointly with the named avenue, avalve case lying in said avenue comprising two separatepassages, and anelastically controlled valve in each passage and normally seated toclose communication through said avenue and adapted to be unseatedseparately in opposite directions by pressures set up alternately insaid compression cylinders by the pistons therein for directing pressurefrom one of each cylinder of one engine into the power cylinder of thecompanion engine in alternate order.

2. A power unit including in its construction a pair of engines of thetwo cycle type, each engine including a power piston and its cylinder,and a pressure piston and a pressure cylinder for compression of gases,there being two passageways connecting the bores of the pressurecylinders, said bores being otherwise noncommunicable with each other,there being a port in each power cylinder and a port in each pressurecylinder communicable with a source of fuel mixture, the said ports ofone engine being c0mmunicable with but one of said passages, and anelastically controlled valve in each passage normally seated and closingcommunication between the bores of said pressure cylinders, said valvesadapted to be separately unseated in opposite directions by pressure setup alternately by the pressure pistons of the engines, and means foradjusting each valve mechanism to hold it seated except under a givengas pressure thereon.

3. A power unit including in its construction a pair of engines of thetwo cycle type, each engine including its power piston and cylinder, andhavins a pressure piston and a pressure cylinder for compression ofgases, a pair of passageways connecting the bores of the pressurecylinders, there being a port in each power cylinder and a port in eachpressure cylinder communicable with a source of fuel mixture, said portsof one engine being communicable with but one of said passageways, avalve case seated between the engines and open at opposite sides formingcommunications with the bores of both pressure cylinders, said casebeing divided into two compartments separate one from the other, a valvemounted in each compartment one of them arranged to open in a directionopposite to that of the other, and a spring to hold each valveelastically in'its seat.

4. A power unit including in its construction a pair of engines of thetwo cycle type, each engine including its power piston and its cylinder,and having a pressure piston and a pressure cylinder for compression ofgases, a pair of passageways connecting the bores of the pressurecylinders, there being a port in each power cylinder and a port in eachpressure cylinder communicable with a source of fuel mixture, said portsof each engine being separately communicable with one of the saidpassageways, a valve case seated between the engines and open atopposite sides forming a passage therethrough communicating with bothpressure cylinders, said case being divided into two compartmentsseparate one from the other, a valve mounted in each compartment, onearranged to open in a direction opposite to that of the other, a springto hold each valve elastically in its seat and, means to adjust thetension of the spring of each valve for setting each of the latter toopen at a given pressure of a gas thereagainst.

5. A power unit including in its construction a pair of engines of thetwo cycle type, each engine including a power piston and its cylinder,and having a pressure piston and a pressure cylinder for compression ofgases, a pair of passageways connecting the bores of the pressurecylinders, there being a port in each power cylinder and a port in eachpressure cylinder communicable with a source of fuel mixture, said portsof one engine being communicable with but one of said passageways, avalve box seated between the engines and open at opposite sides forminga communication between both pressure cylinders, said case being dividedinto two compartments separate one from the other, a valve mounted ineach compartment one arranged to open in a direction opposite to that ofthe other, a spring to hold each valve elastically in its seat, means toadjust the tension of the spring of each valve for setting eachof thelatter to open at a given pressure, and means for preventing unseatingof the valves.

6. A power unit including in its construction two internal combustionengines, each engine having a pressure cylinder and a piston therefor inaddition to the power piston of each, the two pressure pistons havingopposite directions of travel, and like pistons having oppositedirection of travel in the two engines and all of them arranged to drawfrom a fuel mixture source, the pressure cylinders of the engines beingnormally noncommunicable, there being a pair of passages communicablewith both said cylinders, an elastically controlled valve in eachpassage normally closing each said passage, and adapted to be unseatedin opposite directions each in the direction of a different cylinder,and means for setting each valve to unseat under a given pressure of gasthereagainst, pressures from the two pres- 8 sure cylinders adapted inalternate order to 'un- 'seatthe valves, the gases under pressurein oneengine of the two being forced into the firing chamber of the otherengine in alternate order. '7. A power unit including in itsconstruction two internal combustion engines of the two cycle type, eachhaving'an auxiliary piston and cylinder in additionto its power pistonand a cylinder for compressing gas charges from afuel source common toboth engines, there bein a cavity adjacent each engine to communicatewith the firing chambers thereof wherein to receive compressed fuelcharges set up by said auxiliary pistons, a pair of separate normallyelastically seated valves normally separating said cavities one from theother, the valves adapted to separately unseat in opposite directionseach toward a recess under the pressure charges so set up, said chargesbeing separately forced into the firing chambers of opposite chambers inalternate order.

8. A power unit including in its construction two internal combustionengines of the two cycle type, each having an auxiliary piston andcylinder in addition to its power piston and cylinder for compressinggas charges from a fuel source common to both engines, there being acavity adjacent each engine to communicate with the firing chambersthereof wherein to receive compressed fuel charge set up by saidauxiliary pistons, a pair of separate normally elastically seated valvesnormally separating said cavities one from the other, the valves adaptedto 'separatelyunseat in opposite directions each toward a recess underthe pressure charges so set up, said charges being separately forcedinto the firing chambers of 0ppositechambers in alternate order andmeans to vary the degree with which the valves are elastically seatedwhereby they may be unseated by varying predetermined pressure charges.I

9. A power unit including in its construction a pair of internalcombustion engines having power pistons operating in contrarydirections, a separate pressure piston on each engine for'intaking andcompressing fuel charges, the same operating in contrary directions, andeach operating in a direction contrary to the travel of the power pistonof the same engine of which. each said pressure piston is a part, therebein a port for intake of fuel to both said pressure pistons, there alsobeing a passage arranged to communicate with thecylinders of the powerpistons while having communication also with the cylinders of thepressure pistons and with said port, said passage being separated in apart thereof into two passageways, an elastically seated valve in eachpassageway adapted to unseat in separate order in opposite directions,each in the direction of a given engine, the compression stroke of thepressure piston of one engine adapted to force a gas charge through saidpassageupon the power piston of the same engine, said charge alsounseating the valve directed toward the companion engine when thepressure of such gas charge is in excess of that required for the namedpower piston.

,10. The invention as defined by claim 9, including means for settingeach valve to unseat at a predetermined pressure thereupon.

11. A power unit including in its construction a pair of internalcombustion engines having power pistons operating in contrarydirections, a pressure pistonrat each engine for intaking andcompressing fuel charges, the same operating in contrary directions andeach operating in a direction contrary to the travel of the power pistonfor the same engine of which each said pressure piston is a part, therebeing a passage between the power-piston cylinders, said passage beingdivided into two separate passageways, an elastically controlled valvein each passageway adapted to unseat under pressure in oppositedirections, the Wall of each cylinder having a port, the portscommunicating with the said passage and with each other through thelatter when one or the other of the valves is unseated, said pas sagealso being in communication with both pressure-piston cylinders andcommunicating with the source of fuel mixture, the power pistons intheir travel exposing and closing the named ports, the compressingstroke of the pressure piston of one engine adapted to force a gascharge through the said passage upon the power piston of the sameengine, said charge also unseating the valve directed toward thecompanion engine when such charge is in excess of that required at thenamed power piston.

12. A power unit including in its construction a pair of internalcombustion engines including their power pistons operatingsimultaneously in contrary directions, a separate pressure piston ineach engine for intaking and compressing iuel charges, each operatingcontrary to the travel oi the power piston of the engine of which powerpiston is a part, and each having a greater displacement area than thatof its corresponding power piston, there being a port for intake of fuelcharges to both pressure pistons, there also being a passage arranged tocommunicate with the cylinders of the pressure pistons and with saidport, a valve casing having two separate and in-' to alternately unseatthe valves and force fuel charges through and beyond the valves towardand into power-piston cylinders when the pressure of fuel charges are inexcess of those normally required for such power pistons, the said valvecasing having a cavity separate from and in line with each bore thereof,there being a port leading from each cavity into the named passage,there also being a port leading from each cavity to the atmosphere, anda piston in each cavity each as a part of one of the named elasticallyseated valves, each of the last named pistons adapted to alternatelyexpose one of the named ports of a cavity, and to close the other portduring the seating and unseating of said valves.

RICHARD H. KNAUSS.

